Change-speed mechanism for automobiles



Feb. 6, 1923.

U. T. E, HALLMAN. CHANGE SPEED MECHANISM FOR AUTOMOBILES.

7 SHEETS'SHEET- 1 Fl LED MAY 9, I 919.

Febfi, 11923.

U. T. HALLMAN. CHANGE SPEED MECHAN SM FOR AUTOMOB LES Fl LED MAY 9 I 91 9 (FR/A 7f. #92 (ma/ 2m 7 SHEETS'SHEET 3 Feb. 6, 1923.

' U. Tv E, HALLMAN.

CHANGE SPEED MECHANI SM FOR AUTOMOB 1 LES.

Fl LED MAY 9 1 919 ldmw .M N i w \ww i QWQ kw 11 AMI-32 Feb. 6,1923.

Uv T. E. HALLMAN. CHANGE SPEED MECHANISM FOR AUTOMOBI LES 7 SHEETS'SHEET 5 Fl LED MAY 9, 1 91 9.

Feb. 6, 1923. 1,4440% U. T. E, HALLMAN. CHANGE SPEED MECHANISM F0 AUTOMOEH LES R FILED MAY 9, 1919 7 EEEE TS'SHEET 6 Feb. 6, 11923 1,44%29 U. T. E. HALLMAN. CHANGE SPEED MECHANISM FOR AUTOMOBILES.

FILED MAY 9.1919.

Patented Feb. (5,

- Unitas "URIAH TIMLOTEY E. HALLMAN, F TORONTD, (BNTARIO, CANADA, ASSIG-NOR UTE ONT.-

I-IALF T0 HARRY P. LANG, OF TORUNTU,

ONTARIO, CANADA.

CHANGE-SPEED .lVIECE'AIiJIS'tI FOR AUTQIEOBIILE8 Application filed May 9,

To all whom it may concern.

Be it known that I, URIAH TIMOTHY E. HALLMAN, of the city of Toronto, in the county of York, in the Province of Ontario,

Canada, have invented certain new and useful Improvements in Change-Speed Mechanisms for Automobiles, of which the following is the specification.

My invention relates to improvements in change speed mechanisms for automobiles and the object of the invention is to-devise a device which will be simple, quick and easy of manipulation, in which the torque remains constant during operation. of changing speed, in which any desired speed may be produced from maximum to zero, in which the reversing operation is performed without throwing any gear out of mesh, in which all danger of gear-stripping is avoided and in which the change speed and reversing mechanism are operated by a. single lever and it consists of the arrangement and construction of parts as hereinafter more particularly explained.

Fig. 1, isa side elevation of my device showing its location in the automobile body and its connection to the engine.

Fig. 2, is a plan view of the parts shown in Fig. 1.

Fig. 3, is a longitudinal section through the outer casing of my device showing the interior mechanism in full.

Fig. 4, is an enlarged sectional detail through the left hand portion of my mechamsm.

Fig. 5, is a similar view to Flig. 4 through the right hand portion of my mechanism and being a continuation of the parts shown in Fig. 4:.

. Fig. 6, iis a cross sectional wy Fig. 4.

Fig. 7, is a cross sectional view on. line rfnTl-y' Fig. 5, showing the piston heads in u l5 Fig. 8, is a detail View partially in section of the main cam and adjacent mechanism co-acting therewith.

Fig. 9, is a perspective detail of one end one of the cylindrical controlling valves.

view on line 1919. Serial Flo. 295,396.

Fig. 10, is an enlarged perspective detail of the clutch sleeve operating my change speed mechanism.

Fig. 11, is a perspective detail of the hearing sleeve employed in my change speed mechanism.

Fig. 12, is a side elevation of the sleeve shown in Fig. 10 mounted upon its supporting shaft and the lugs of the sleeve shown in Fig. 11 shown in their position 1n section.

Fig. 13, is a sectional view on line 00 2 Fig. 12.

Fig. 14:, is aperspective detail of the foot plate co-acting with the foot lever controllin my mechanism.

ig. 15;, is an enlarged sectional detail of one of the main bearings of my device.

Fig. 16, is a sectional detail of the sleeve 66 and adjacent parts.

In the drawings like characters of reference indicate corresponding parts in the various figures.

1 indicates the floor of an automobile which is provided with a foot board 1 having a slotted orifice 1 through which the operating lever hereinafter described extends. 2 indicates a portion of the automobile engine provided with the usual body 2 in which is journaled the engine shaft 2. 2 indicates an arm which extends rearwardly from the side of the body 2 adjacent to the engine shaft beaming. The engine shaft 2 is provided Wltll a head 2 which is circular in form. 3 indicates a fly wheel provided with a. circular recess 3 into which the head 2 fits and a central orifice 3 concentric with the recess 3*. 3 indicates a plate provided with a circular projection 3 which fits in the orifice 3 and 3 indicate bolts which extend through the head 2 fly wheel 3 and plate 3 securing the parts together- 3 indicates a pin which extends radially from the plate 3 which revolves in unison With the fly wheel and which practically is an integral part thereof.

4 and 4* indicate the longitudinal bars forming the main frame of the chassis of the automobile. 4: indicates a cross bar connecting such bars 4 and 4* together, the bar 4" being provided intermediately of its length with a bearing portion 4' pro vided with a covering cap 4 5 in= dicates a cylinder which forms the main casing of my device. The cylinder 5 is provided with heads 6 and 7 The head 6 is provided with a central recess 6 in which fits the circular plate 3. The wall of the recess 6 is provided with a radial notch 6 into which the pin 3 extends. The head 6 is also provided with a longitudinally extending central orifice 6' having an enlarged outer end 6 for a purpose which will hereinafter appear. The orifice 6 proper is provided at its ends with-annular recessed portions 6 and 6 in which fit bearing cups 6 and 6 and a suitable packing 6 1'6 indicates an orifice formed in the head 6 and extending radially from the orifice enlar e= ment' 6 The inner portion of the head 6 is cored out into an annular chamber 6 formed concentrically with the orifice 6'. 6 indicates an orifice formed in the head 6 to the inside of the orifice 6 The upper portion of the orifice 6 is provided with an internally threaded portion 6 the lower portion of the orifice being "enlarged into a chamber 6 from which extends a reduced Orifice 6 the upper portion of which is provided with a tapered valve seat. 6 indicates a passage connecting the orifice 6 with the lower end of the orifice 6 6 indicates a passage connecting the chamber 6 with the annularly cored chamber 6 6 indicate orifices extending through the inner wall of the cored chamber 6 for a purpose which .will hereinafter appear. The inner end of the head 6 is provided with a rabbet groove 6 The inner face of the head 6 1s provided with a series of recesses 6 arranged concentrically around the centre of the head.

7 indicates the main or power transmission shaft of my device which is provided at one end with bearin cones 7 X and 7 opposing the cups 6 and? 6 hereinbefore described and between Which are located the balls 7 and 7 By this means the main cylinder 5 is rotatablymounted at one end upon the corresponding end of the shaft 7.

The head 7 01 of the casing 5 is provided with.

a central orifice 7 in which is located a peculiarly constructed bushing by which the cyl1nder5 is supported upon the shaft 7 and which I will later describe.

The shaft 7 protrudes from the end of the casing 5 past the head 7 and is provided with a series of longitudinally extending splines 7 and 7 3 indicates a short shaft which is located in axial alignment with the shaft 7. The shaft 7 is mounted in a stationary bearing sleeve 7 4 which is secured in the bearing recess 4 and cap 4 the shaft 7 bemg supported within the sleeve 7* by means of ball bearings 7 I The shaft 7 is also 10 indicates the transmission shaft of the automobile which is connected to the end of the shaft 7 by a universal joint connection 10, which is of ordinary construction and is, therefore, not shown in detail. I

5 indicate" a series of bosses, which are formed within the casing 5 and to which are secured guide bars 9 secured to the bosses 5 by tap screws 5. The guide bars 9 are provided with oppositely directed guiding faces 9 and 9 and bolt ends 9' and 9 The bolt end 9 is provided with a nut 9 and the end 9 with a nut 9 serving to tie the heads 6 and 7 together.

11, 11, 11", 11 and 11 indicate a series of cylindrical valves located at one end of the main casing 5. The cylindrical valves 11, 11, 11*, 11 and 11 are provided at their ends with annular flanges 11 and 11 At the outside of the annular flange 11 each cylindrical valve is provided with an annular tapered seating portion 11" co-acting with the valve seat 11, which is secured within the recess 6 of the head 6. The flange 11 of each cylindrical valve is provided with a segmental shaped recess 11 as clearly shown in Fig. 9.

12, 12, 12", 12' and 12 indicate cylindrical valvessimilarto the valves 11, 11", 11*, 11 and 11 the cylindrical valves 12 to 1.2 being located in the opposite end of the cylinder 5 and are provided with annular flanges 12 and 12 and annular seating portions 12 co-acting with the valve seats 12 located in the head 7.

valves 11 to 11 and 12 to 12 are arranged concentrically around the main shaft 7.

13 and 14 indicate sleeves mounted upon the shaft 7 the sleeve 13 being for the major portion located centrally within the series of cylindrical valves 11 to 11 and the sleeve 14 centrally within the series of cylindrical valves 12 to 12 The sleeve13 is provided at its outer end with a threaded portion 13 The annular flanges 12* are also provided with segmental recesses 12 similar to the recesses 11 It will be noticed that the cylindrical,

terminating in an annular shoulder 13".

Upon the threaded portion 13 is screwed an annular member 13 nular flange 13 which fits into the segmental recesses 11 of the cylindrical valves 11 to provided with an an'-' jaws and through the shaft 20.

eeaoae 11 In proximity to the opposite end of the sleeve 13 is located an annular flange 13 which is held in contactwvith the outer face of the flange 11 of each of the cylindrical valves 11 t 11 The extreme inner end of the sleeve 13 is provided with an internal recess 13* which extends concentrically around the shaft 7 and at its extreme end with an annular flange The sleeve 14 is provided with an externally threaded portion 14 terminating at its inner end in a shoulder 14. 14 indicates an annular member similar to the member 13', the member 14 being provided with an annular flange 14 which passes through the segmental recesses 12 of the cylindrical valves 12 to 12 The opposite end of the sleeve 14 is PIOXldBd. with an annular flange 14 bearing against the annular flanges 12 of the cylinders 12 to 12 The inner end of the sleeve 14 is also provided with an internal reces 14* and at its extreme end with an external annular flange 14 By this construction it will be seen that the cylindrical valves 11 to 11 are tied to the sleeve 13 so that when the sleeve 13 moves longitudinally upon the shaft 7 all the cylindrical valves 11 to 11 move therewith. Similarly all the cylindrical valves 12 to 12 are tied to the sleeve 14 so that when the sleeve 14 moves longitudinally upon the shaft 7 all the valves 12 to 12 move therewith.

15 indicates a cylindrical cam, which is secured by cotter pins 15 to the shaft 7 and is provided with an inclined groove 15 which encircles the same. The cam 15 is provided at its ends with recesses 15 and 15 16 indicates a spring which fits into the recesses 14 and 15. 17 indicates a spring which fits into the recesses 15 and 13 The tendency of the springs 16 and 17 is to force the sleeves 13 and 14 outwardly from the cam 15.

I will now describe the mechanism by which the cylindrical valves 11 to 11 and 12 to 12 are controlled by the driver of the car.

18 indicates a shaft, whic-lrextends across the frame of the chassis and is journalled at its ends in brackets carried by the side bars 4 and 4*. 19 indicates a casting, which is secured to the arm 2' of the engine. 19 indicates a bearing sleeve which extends from the casting 19 and in which is journalled a shaft 20. The shaft 20 is provided at its ends with flattened faces 20- and 20.

21 indicates a lever arm provided at its lower end with a jaw 21 extending against each flattened portion 2-0 and 20, the jaws being circular in form and connected to the shaft by a pin 21' extending through the By this means the lever arm is pivotally swung to move in a backward and forward direction with the shaft 20 and in a lateral direction the bushing sleeve 7 and that upon the pin 21. 22 indicates a push rod which is secured at one end in the upper end of the lever arm 21 and extends at its opposite end through the slot 1 of the foot board of the car and is provided with a broad ti -shape pedal 23 in which the foot of the operator is designed to fit. The lever arm 21 is connected by a. tension spring 21 to the foot board of the car. The opposite end of the shaft 20 is provided with an arm 24 which is preferably jaw shape.

25 indicates a rod provided at one end with a flattened portion 25* fitting within the jaw 24 and at the opposite end with portion 25 which is pivotally connected by a pin 25 to a lever arm 25 secured upon the cross shaft 18. 2o indicates a clutch sleeve provided with three splines 26*, 26 and 26'.

On referring to Fig. 13 it will be seen that the shaft 7 is provided with six splines 7 and that the splines 26*, 26 and 26 fit into each alternate groove formed by the splines 7 18 indicates a fork, which is carried by the cross shaft 18 and engages the annular groove 26 of the clutch sleeve 26. 7 indicates a bushing sleeve which fits in the hearing orifice 7 7 indicates a' bushing sleeve fitting within the sleeve 7 The bushing sleeve 7 is provided with an enlarged inner end 7 fitting in a corresponding recess formed in the head 7. The corresponding end of the bushing sleeve 7 is also provided with an enlargement 7 bearing against the outer end of the enlargement 7 The opposite end of the bushing sleeve 7 is provided with a threaded portion 7 upon which is threaded a union nut 7 extending over the outer end of the bushing sleeve 7 and provided with suitable packing 7 The-outer end of the sleeve 7 is provided with internal splines 7, PKjand 7 which fit into remaining grooves formed between the splines 7 7 7 21 and 7 22 indicate a series of packing rings extending around the shaft 7 at the end of the sleeve 14 It will be noted on referring to Fig. 5

that the end of the sleeve 14 extends into the rings 7 7 and 7 bear against the end of the sleeve 14 and are provided with interposed packing rings 7 and 7 and triangular rings 7 located between each of the rings 7 7 and 7 so as to make an air tight joint (see Fig. 15).

27 indicates a plate provided with notches which co-act with the lever arm 21. The plate 27 is provided with a. central notch 27 in which the lever 21 is located when the parts are in their neutral position and with the notch 27 into which the lever 21 is moved when. a forward drive is required and notch 27 when the reverse drive is required. When moving the lever 21 from the notch 27 into the notch 27 the spring 21 draws the lever 21 upwardly into the notch 27 thereby turning the shaft 20 in a corresponding direction and carrying the arm 24 in the same direction. By this construction the rod 25 is carried in the directionof arrow, swinging the lever arm 25 in the same direction so as to rock the shaft 18 in the direction of arrow (see Fig. 2) and carrying the fork 18 in a corresponding direction, and withdrawing the clutch sleeve 26. By this construction the splines 26*, 26 and 26' are carried away from the end of the sleeve 14, releasing such sleeve and allowing the pring 16 to act to carry the sleeve longitudinally in the direction of arrow (see Fig. 3) and thereby carrying the cylindrical valves 12 to 12 to their seating position.

In order to carry the vlaves 11 to 11 also to their seating position simultaneously with the cylindrical valves 12 to 12 I have provided the following mechanism.

15 indicate a series of bores extending longitudinally through the cam 15. 28 indicate rods which are slidably held in the bores 15 and secured at their outer ends in the annular flange 14. 15 indicate a series of bores also extending through the cam 15 and 29 indicate rods slidably held within the bores 15 and secured at their outer ends in the annular flange 13 It will be noticed on referring to Fig. 6 that the rods 28 and 29 are arranged in pairs. 15 indicates a recess formed in the end of the cam 15 and connecting each pair of bores 15 and 15 together. In proximity to the ends of each of the rods 28 and 29 are formed slots 28* and 29*. 30 indicate'levers pivotally mounted in the recesses 15 by pins30 The lever 30 is provided with rounded ends fitting into the slots 28 and 29*. It will thus be seen that when the rod 28 is moved in one direction the rod 29 will be moved in the opposite direction and, therefore, when the sleeve 14 is released by the clutch sleeve 26 a above described and moves outwardly in the direction of arrow (see Fig. 3) the sleeve 13 moves in an opposite direction to the direction of arrow (see Fig. 3) through the action of the rods 28 and 29 connected to the flanges 13 and 14 of the sleeves 13 and 14 and the levers'30.

It will thus be seen by the operation of the lever 21 above described that the cylindrical valve 11 to 11 and 12 to 12 will be simultaneously carried outward towards their seats 11 and 12 31 indicates a piston. A piston 31 fits in each cylinder 11 to 11 and co-acts therewith. 32 indicates a similar piston which fits in each cylindrical valve 12 to 12 to co-act therewith. The pistons 31 and 32 are preferably formed with a tapered recess 31 and a central orifice 31' extending through the head of the piston. 33 indicates a piswith slides 34 and 35 slidable upon the face 9 and 9 of the guide bars 9. Each of the piston rods is also provided with a central enlargement or boss 36 provided with a central orifice 37 in which is mounted a stem 38 on suitable ball bearings, which stem carries a tapered roller 39, which fits into the surrounding groove 15 of the cam 15.

It will be understood that when the parts are in their neutral position that the cylinder 5 will revolve with the engine fly wheel and that the cylindrical valves 11 to 11 and 12 to 12 will be carried around the shaft 7 with the revolving casing. During this operation the piston rods 33 will be reciprocated by mean of the rollers 39 engag ing the inclined groove 15*, the pistons 31 and 32 moving freely within the cylinders 11 to 11 and 12 to 12 When, however, the lever arm 21 is moved intothe notch 27 as' above described and the cylindrical valves 11 to 11 and 12 to 12 carried to their seating position an air cushion will be formed between the piston heads 31 and 32 and the valve seats 11 and 12 preventing longitudinal movement of the piston rods 33. The result of this operation is that the rollers 39 being prevented from longitudinal movement will be locked in the groove 15 of the cam 15 and will force the shaft 7 to revolve with inder 5.

I will now describe how the shaft 7 is connected to the transmission shaft to drive either directly or in the reverse direction.

40 indicates a clutch sleeve which is mounted upon the shaft 7 and connected thereby by a spline similarly to the sleeve 7. 40 indicates a bevel gear which is formed integral with the clutch sleeve 40. 41 indicates a bushing sleeve surrounding the inner portion of the clutch sleeve 40. 42 indicates a sleeve splined to the shaft 7 similarly to the sleeve 7 and provided at its inner end with a bevel gear 42 opposing the bevel gear 40*. 43 indicates a bushing sleeve surrounding the sleeve 42. Upon the bushing sleeves 41 and 43 are mounted sleeves 44 and 45 provided with annular flanges 46 and 47 which oppose one another and are located to the outside of each of the bevel gears 40 and 42". 48 indicates a cylindrical member secured between the annular flanges 46 and 47 by tap screws 48 and thereby forming with the annular flanges 46 and 47 a cylindrical housing.

48 and 48 indicate diametrically located the cyl- I here.

orifices formed in the cylindrical portion 48 and in which are located annular plates 48 and 48". 49 and 50 indicate cone mem- 51 and 52 indicate idler bevel pini'ons meshing with the gears 4O and 42 and provided with cone receiving recesses 49' and 50 49. and 49 indicate ball bearings against which the idler pinions 51 and 52 bear, being held in such positionby headed studs 53 and 54. The bevel gear 42* is provided with a clutch face 42 opposing the clutch face of the member 8. 47 indicates an annular clutch face formed on the outer face of the annular flange 47. The clutch face 47 co-acts with an opposing clutch face 47 formed on the outer end of the sleeve 7 21 indicates a lug formed on the lever arm 21. 55 indicates a vertical shaft which is journalled in the casting 19. On the upper end of the shaft 55 is secured an arm 55 and on the lower end an arm 55. 55 indicates a link which has a ball connection 55 to the arm 55 and a ball connection 55 to the lug 21 56'indicates a rod connected at one end by a ball connection to the arm 55 and at the opposite end by a ball conection 55 to an arm 56 carried on a cross shaft 57- journalled in bearing brackets carried by the side bars 4 and 4 of the chassis frame. 58 indicates a fork carried by the shaft 57 and engaging the clutch sleeve 40. When the lever 21 is thrown-over into the notch 27 as above described the link rod 55' is drawn upon so as to swin the arm 55* in the direction of arrow (see ig. 2) .and the arm 55 in a corresponding direction pulling upon the rod 56, thereby swinging the shaft 57 in the direction of arrow (see Fig. 2) and drawing the clutch sleeve 40 and housing formed by the annular flanges 44 and 45 and cylindrical member 48 in'the direction of arrow (see Fig. 5) thereby drawing the clutch faces 42 and 8 into engagement. By this means a. direct drive is formed between the shaft 7 and the shaft 7 the sleeve 42 being connected. to the shaft 7 3 bysuitable splines 42.

en it is desired to reverse the drive the f lever 21 is thrown in the opposite direction so as to engage the notch 27 By this operation the link rod ,55' is carried in the opposite direction to arrow (see Fig. 2) and also the rod 56 and cross shaft 57 carrying the clutch sleeve 40. and the gear housing connected thereto in the opposite direction so that the clutch faces 47 9 and 47 are brought into engagement. By the engagement of the clutch faces 47 and 47 the gear housing is held in a stationary position. By this means the bevel plnions 51 and 52 are held from rotating in a circular path around the shaft 7. The resnlt is that'a drive 1S formed through the bevel gear 40, bevel pinions 51 and 52 to the bevel gear 42 and to the shaft 7 3 driving it in the reverse direction.

It may be found desirable to maintain a pressure of air Within the cylinder 5. in order to do this 1 have provided means which will automatically operate when the engine is running idle.

it will be readily understood that when the engine is running at a maximum speed that the cylinder 5 and shaft 7 will rotate at the same speed and as the engine slows down the relative difference of rate of motion between the cylinder and the shaft increases until a point is reached when the shaft remains stationary and the cylinder revolves around the shaft, that is, when the engine is running idle. When this condition is attained my mechanism for increas ing the air pressure within the cylinder is operated. I will now describe this mechanism.

The shaft 7 is provided with a reduced portion 59. 60 indicates'a crank arm which is rigidly supported on such reduced portion and when the engine is running idle remains in a stationary position.

61 indicates a in the bore 6. 62 indicates a perforated cap which is secured in the upper end of the bore 6 The cap 62 is provided at its upper end with a recess 62 in which is located a spring 62 bearing at its upper end againstthe washer 64. 63 indicates avalve stem which extends through the upper end of the cap and is secured by means "of a washer 64 and cross pin 65. Theupper end of the bore 6 in which the cap 62 is secured is slightly enlarged forming a shoulder 6. -66 indicates a valve casing provided at its upper end with an annular flange 67 fitting on the shoulder 6. The lower end of the valve stem 63 is formed into a series of fins 68, which fit the orifice of the valve seat 66, terminating at their .lower ends in a valve head 69, which fits the tapered seat 70 of the sleeve 66.

When the engine is running idle and the crank,60 is held stationary a reciprocating motion of the piston 61 is produced in the bore 6 As the piston moves inwardly it draws the valve head 69 off its seat against the tension of the spring 62 drawing air through the perforations of the cap 62 and between the fins into the bore 6 As the piston 61 returns the valve 69 is closed and the air is forced through the passage 6, lifting the valve 72 off its seat and allowing air to pass through the chamber 6 thr0ugh the assa e 6 into the cored chamber 6 and P through the orifices 6 into the interior of the cyllnder 5. v

When however. the pressure in the F, I i

cylinder is suincien't to produce a CiZSliOu which will retard the action of the mecha-- the piston 61 tending to force'the valve 69' and its casing upward against the spring 7 and thereby cutting off any further supply of air to the cylinder 5 until pressure in the cylinder 5 again decreases due to leakage.

It will thus be seen when a certain pres sure is produced in the cylinder 5, that the valve 72 is held closed against the air pres-* sure produced by the piston 61. When-this condition is brought about, the piston 61 and the air pressure that is produced thereby forces the valve 69 and the valve casing 66 upward against the pressure of the spring 7 When the piston 61 moves in the opposite direction the valve casing 66 is reseated by the pressure of the spring 7 that is to say, the valve casing 66 is carried up and down by the compressed air interposed between it and the piston 61. The piston 61 of course recedes until the air pressure is entirelyreduced before its return stroke.

From the foregoing description it will be seen that when the operating lever 21 is thrown laterally either to engage the notch 27 or 27 and released soas to enter such notches that the clutch sleeve 26 will be withdrawn, releasing the sleeves 13 and 14 allowing them to move in opposite directions and, therefore, carry the. cylindrical valves 11 to 11 and 12 to 12 towards their seating position, gradually choking the passage of air from such cylindrical valves, the air being normally forced therefrom by t e reciprocating pistons 31 and 32. As the passage of air is choked producing a vacuum or partial vacuum upon the return stroke of each piston the retarding cushion of air within the cylinders is increased in density and at the opposite end of the mechanism thereby increasing the retarding effect upon the reciprocating piston rods 33, the air cushion opposing one piston and the vacuum producing simultaneously suction action opposing the movement in the same direction of the other piston of each piston rod 33 and thereby decreasing the rate of motion of the rollers 39 around the cam 15; until a point is reached when the cylindrical valves are closed, thereby entirely choking off the air and bringing the pistons to a stationary position so that the cam 15 and shaft 7. must revolve with the cylinder 5 and at the same rate of speed.

It will thus be seen from this description that I have devised a device whereby change speed and the reversing may be effected by means. of one lever and thereby simplify the n operation of handling the car by the driver,

decreasing the danger of accident, in which the torque will remain constant during the change of speed, in which'any speed desired may be produced from maximum to zero according to the extent to which the air is choked by the cylindrical valves and the operation of the plstons retarded, the clutching action between the cylinder 5 and shaft 7 being gradually increased by gradual gradation and not by a step-by-step movement and in which all gear stripping will be avoided.

What I claim as my invention is:

1. An automobile change speed control, comprising a rotatable member connected to the engine shaft, reciprocating pistons carried by the rotatable member, a drum shaft, pen ended cylindrical valves in which the aforesaid pistons operate, seats carried by the rotatable member and with which the outer open ends of the cylinders coact, means operated by the rotation of the rotatable member for reciprocating the pistons, means for forming a compressed air cushion within the rotatable member such cushion extendinginto the outer end of the cylindrical valves when unseated, and means for controlling the distance of the cylindrical valves from their seats.

2. In an automobile change speed control, the combination with the engine shaft having its speed constant and the driven shaft and control lever, of a cylinder driven from the engine shaft, a cylindrical cam secured to the driven shaft and provided with an inclined surrounding camway, a piston rod slidably carried within the cylinder and .a

cam roller carried thereby engaging the= camway, a piston carried by the piston rod, a cylindrical valve co-acting with the piston, a valve seat co;acting with an end of the cylindrical Valve, and means operated by the control lever for adjusting the position of the cylindrical valve in relation to its seat.

3. In an automobile change speed control, the combination with the engine shaft having its speed constant and the driven shaft and control lever, of a cylinder driven from the engine shaft, a cylindrical cam secured to the driven shaft and provided with an inclined surrounding camway, av piston rod slidably carried within the cylinder and a cam roller carried thereby engaging the cam- Way, a piston carried at each end of the piston rod a valve cylinder co-acting with each piston, valve seats carried by the opposing heads of the cylinder and co-acting with the valve cylinders, and means operated by the control lever for similarly adjusting the position of the cylindrical valves in relation to 1 their seats.

4:. In an automobile change speed control, the combination with the engine shaft and driven shaft, of a cylinder. rotatably mounted and driven from the engine shaft, a longitudinally reciprocating piston rod supported in guides within the cylinder, piston heads carried by the piston rod, valve seats carried by the heads of the cylinder, cylindrical valves co-acting with the seats and in which the pistons operate, resilient means tending to seat the cylindrical valves, a control lever, means operated by the control lever for unseating the cylindrical valves against the compression of the springs, and engaging means between the piston rod and the driven shaft rendered operative by the retarding of the reciprocating movement of the piston rod.

5. lln an automobile change speed control, the combination with the engine shaft and the driven shaft and control lever, of a cylinder rotatably mounted concentrically with the driven shaft and driven from the engine shaft, a pair of sleeves mounted upon the driven shaft, resilient means for forcing the sleeves outwardly from each other, a piston rod supported and guided within the cylinder, valve seats carried by the heads of the cylinder, cylindrical valve engaging means between each sleeve and the valve seat at each end of the main cylinder, a piston head carried by the piston rod co-operating with the cylindrical valve at each end of the main cylinder, means operated by the control lever for carrying the sleeves inward against the compression of the springs tounseat the cylindrical valves, and frictional engaging means between the piston rod and driven shaft, the friction of which is adapted to be increased by the retarding of the piston rod.

6. In an automobile change speed control, the combination with the engine shaft and the driven shaft and control lever, of a cylinder rotatably mounted concentrically with the driven shaft and driven from the engine shaft, a pair of sleeves mounted upon the driven shaft, resilient means for forcing the sleeves outwardly from each other, a piston rod supported and guided within the cylin der, valve seats carried by the heads of the cylinder, cylindrical valve engaging means between each sleeve and the valve seat at each end of the main cylinder, a piston head carried by the piston rod co-operating with the cylindrical valve'at each end of the main cylinder, means operated by the control lever for carrying the sleeves inward against the compression of the springs to unseat the cylindrical valves, a cylindrical cam carried by the driven shaft havinging an inclined surrounding endless camway, and a camroller carried by the piston rod and engaging the camway.

7. In an automobile change speed control, the combination with the der rotatably mounted concentrically with the driven shaft and driven from the engine shaft, a pair of sleeves mountedupon the driven shaft, resilient means for forcing the sleeves outwardly from each other, a piston rod supported and guided within the cylinder, valve seats carried by the heads of the engine shaft and the driven shaft and control lever of a cylin cylinder, cylindrical valve engaging means between each sleeve and the valve seat at each end of the main cylinder, a piston head carried by the piston rod co-operating with the cylindrical valve at each end of the main cylinder, a cylindrical cam carried by the driven shaft having an inclined surrounding endless camway, a cam roller carried by the piston rod and engaging the camway, longitudinally extending rods extending from each sleeve carried by the driven shaft in opposing directions, a lever pivotally mounted centrally of its length and engaging alternately with the rod of each sleeve, a movable member carried by the driven shaft, and means operated by the control lever for forcing such movable member against or from the end of one of the aforesaid sleeves car ried by the driven shaft whereby such sleeves are simultaneously carried inward or outward.

8. In an automobile the energy transmitting elements comprising an engine shaft having its speed constant and the driven shaft, and control lever, of a closed cylinder connected to the engine shaft and surrounding the driven shaft, a pneumatic clutch device including opposed cylinders located within the closed cylinder, a pair of pistons coacting with the cylinders and coupled together, such clutch device being adapted to be regulated by the control lever for connecting the aforesaid the driven shaft, and means for automatically and independently feeding to the interior of the cylinder compressed air for supplying the closed cylinder of the energy transmitting elements whereby an initial resistance of greater pressure than atmosphere opposing the movement of the pistons is provided. v l

9. In an automobile change speed control,

the combination with the engine shaft having its speed constant and the'driven shaft and control lever, of a closed cylinder connected to the engine shaft and surrounding the driven shaft, a pneumatic clutch device regulated by the control lever for engagin the revolving cylinder with the driven shaft, means for operating such clutch device from the control lever, an air pump carried in one head of the cylinder, ducts leading therefrom into the interior of the cylinder, and a crank secured to the driven shaft andwith which the piston rod of the pump is connected.

10. in an automobile change speed control, the combination with an engine shaft hav ing its speed constant, and the driven shaft and control lever, of a closed cylinder con nected to the engine shaft and surrounding the driven shaft, a pneumatic clutch device contained within the cylinder and adapted to seat simultaneously against the opposing closed cylinder with in pairs in the clutch device and adapted to move 1n 11111SOI1'1I1 the same (hrection, and

heads of the cylinder and carried to revolve with the driven shaft as it revolves therearound the driven shaft, pistons incorporated around.

URIAH TIMOTHY E. HALLMAN.

coacting 'frictionally engaging means car- Witnesses: ried by the pistons and the driven shaft for M. EGAN, frictionally engaging such clutch mechanism Gr. FORMAN. 

